Internal-combustion engine.



G. E. DURYBA. INTERNAL COMBUSTION ENGINE. APPLICATION FILED IUNE7, 1902.

1,128,957. Patented Feb. 16, 1915.

2 SHEETS-SHEET 1.

C. E. DURYEA. INTERNAL COMBUSTION EN GINE APPLICATION FILED JUNE 7, 1902.

r0 1 9 1 n0 1 b L T E E H 4 S T B E H S GA OF C.

CHARLES E. DURYEA, OF READING, PENNSYLVANIA.

INTERNAL-COMBUSTION ENGINE.

Specification of Letters Patent.

Patented Feb. 16, 1915 Application filed June 7, 1902. Serial No. 110,598.

To all whom it may come-m Be it known that I, CHARLES E. Dorm, a citizen of the United States, residing at Reading, in the county of Berks and State of Pennsylvania, have invented certain new and useful Improvements in Internal-Combustion Enginesyand I do hereby declare the following to be a full, clear, and exact description of the invention, such as will enable others skilled in the art to which it appertains to make and use the same.

My invention consists of certain improvements in the mechanism for securing a cycle of operations through which the air and fuel and their products of combustion, pass in the process of developing power in an internal combustion engine. v The objects of my invention are to produce an engine having fewer mechanical parts, more simple construction, greater economy of fuel, more frequent impulses, greater reliability of action and other minor improvements as will appear in the following specification. l accomplish these results by means of mechanism shown in the accom panying drawings in which Figure l is a sectional side elevation of a ,complete, engine. Fig. 2 is an end elevation of the puinp operating mechanism on the line a a. Fig. 3 is a plan of piston head and partition for deflecting the incoming air. Fig. 4 is a sectional side elevation of an en- 'gine showing different arrangement for securing the desired operation and Fig. 5 is. a rotary fan for assisting the exhaust,

. while Fig. 6 is an igniter detail.

Similar letters refer to similar parts throughout the several views.

My invention consists specifically of means for using the energy contained in the working medium at the moment the exhaust port is opened, to effect a complete evacum tion of the firing chamber and cylinder; and to draw in and leave therein a volume of fresh air suitable for the reception of fuel withwhich, and when compressed, it may be ignited and form a Working charge, which, after performing its Work on the piston has itsremaining energy used to expel itself and draw in fresh airas before. By this method the expulsion of the exhaust is followed ,by an admission of fresh air, both of which are accomplished in the time occup ed bv the crank shaft in passing that portion of its revolution at or near the upper dead center;

The cmp'ression of the air is effected on each inward or return stroke of the p1ston,-the ignition takes place at or near the time of each inward or lower dead center and the working impulse is imparted at each outward .or upward movement of the piston under normal working condition.

Using the mechanism shown in Figs. 1, 2 and 3 the operation is more specifically as follows: The cylinder is provided with crank shaft and iston arranged to open the exhaust port 1? as it nears the outward end of its stroke and a little later an 'admission port a. An exhaust pipe 15 connects with the exhaust port and is of a diameter,

somewhat larger than is commonly used with engines of like capacity of present construction. This exhaust pipe is prefer ably 10 to 25 or more feet long and preferably extends upward. Under such conditions it may be readily seen that with the piston in its uppermost position, the natural draft to he found in the exhaust pipe will cause air to pass into the air port 0 through the cylinder, purifying same, and out through the exhaust ,port I) and pipe 15. A

fuel pipe :17 is provided leading into the cylinder at a point below the exhaust port and a IHEZIHSEOI o .erating said pump quickly, is provided. X simple device is shown in Fig. consisting of a cam e to slowly raise the pump plunger d and then. allow it to drop instantly under the im aulse of the spring (Z when the plunger rops ofi the cam e. A stop d may be used to adjust the amount at fuel injected, or a governor of any well known form may be provided.

Some method of igniting the charge is provided, such as an electrical sparker; 01

a tube kept hot by a Bunsen burnerv yas shown in Fig. l. V

Starting with the piston in the upper position as shown, the cylinder being washed out with air as described, and the pump ready to inject fuel, itisonly necessary to turn the crank shaft'to cause consecutively the piston to closetheports; the pump to inject the fuel',-compression of. the contained air and fuel by the piston; the ignition of the charge by theigniting device at the proper time and the expansion of the contained charge due to its combustion which causesthe outwardrnoyement of the piston. This as-it nears tile end of the a dependent upon its pressure at the time the exhaust port was opened. This pressure ives to the charge as it passes along the exfiaust pipe, a very high velocity which ncreases until the ressure inside the cylinder is at or near the atmospheric point. The inertia of the gases in the exhaust pipe continues theirmovement until a partial vacuum is formed by which-time the piston has uncovered the inlet port and fresh air .rushes into the cylinder and out the exhaust pipe. To insure a complete cleansing of the cylinder large ports are provided and the exhaust pipe is of such le h and size as will insure a quantity of air being drawn in equal to several volumes of the cylinder. As a further insurance -of good cleansing a. partition is aifixed to the piston near the inlet port which turns the incoming air dowhward into the firing chamber effectually washing out all products of combustion. This leaves the engine in condition to repeat the cycle under the impulse of the momentum of the fly wheel. It is evident that the pump may be so placed and the cam on the crank shaft so located that the fuel canbe injected at any time revolution of the crank shaft.

In Fig. 1 the pump inlet is placed near the exhaust port end of the cylinder where .it is closed bythe piston before much compression has been'accomplished. Thus 10- catin the pump secures to thecharge the bene t of the longest possible time in which to effect a mixture of the fuel and air before ignition. It will readily be seen that if the fuel is admitted before the exhaust ort is closed, some of it may be carried by -t e curbelow the lowest rent of air up the exhaust pipe and be wasted. It is well known that if the engine is cold or the i ition not strong the mix ture must be ric in fuel or else very evenly mixed to insure freedom from failure to ignite. This, and similar reasons must decide at what point the pump entrance shall be made and at what point the fuel shall be injected.

In Fig. 4 another arrangement of the mechanical parts is shown which accomplishes the desired result in a somewhat different manner, although it utilizes thesame method. The inlet of the pump is placed point reached by the piston and an inward opening-valve g is placed in the head of the Cylinder. The pump is arranged to spread the fuel (liquid fuel inthis case beingunderstood) so as to secure indestructible absorbent mater the most nearly perfect mixture quickly and so as to distribute a portion of the fuel on a wick h of gauze, asbcst s or similar ial placed in the'he'ad of the cylinder. To'start the motor the exhaust port is opened by turnmg the crank upward, and the air valve 1 is opened by the operator whichallows near the lower dead center the during the a current of air to pass through the c linder, washing it out and leaving it fil ed open air valve 9 which is then allowed to close, after which the wick'will continueto burn untileither the air in the cylinder is exhausted or until the fuel. in the wick is burned out. Closing the exhaust port compresses the contents of the cylinder while the combustion of the fuel in the wick and the contained air heats the charge and expands it, producing a slight workingl i1npulse. This escapes through the, ex aust pipe when the exhaust is again opened, with suificient force to open the light large inlet valve 9 admitting fresh air, the wick still remaining lighted. Further rotation of the crank shaft compresses this air; and atomump injects fresh fuel, which mixing witii the air, is ignited from the flame on the wick and produces the violent expansion desired, after which the operation is continuous and the method the same as described with the outside igniter. To prevent the violentin-rush of air from extinguishing the flame carried the wick a shield .l is interposed between the valve and the wick. Inthis construction the ignition point is determined by the time of the fuel injection and as before stated the fuel must be distributed as widely aspossible to secure a reasonably satisfactory mixture and consequent good combusand being ignited by a flame held near the insures i atom of fuel and since a small amount of 7 fuel will not heat the charge of air so excessively hot and produce so great a loss of heat through thewalls of the motor as would a large amount offuel. A mixture further insures thatthe wick has suflicient air to keep burning.

Qneof the difficulties operating against reliable service from my invention is found at starting and is due to the fact that in cold weather the walls of the engine are quite cold on which account the wick b may notignite readily or if ignited may be easilv extinguished. This condition of affairs is likely to occur if the heavier liquid fuels such as kerosene are used and to overcome this when necessary I insert in the wall of i ma apted to be heated rod amass? .serted in proximity to the wick or it may carry the wick of asbestos or auze fixed in or on its inner end as shown in enlarged detail, Fig. 6. If the compression spaceis small so as to secure a high compression but little heat is required to cause the gaseto ignite and under the same conditions the I plug will be kept hot enough by the burning gases surroundingit to ignite subsequent charges without the use of the wick or gauze but the added reliability of the wick or gauze makes the use of same preferable. Since it is evident that the wick must be of asbestos orsimilar nonburning material, metal gauze is usually preferable and if this is of fine platinum wire it serves both as .wick for the oil and alsoassi's ts ignition by its catalytic action which causes it to become incandescent when exposed to mixtures of fuel and air. This catalytic action is rendered quite rapid if the gauze is not allowed to-become cold and mounted extension or movement '0 upon the heatedv plug securs this result.

The platinum wire is uite able to resist heat and not likely to be cstro ed by the rapid the gases. Of course, other catalytic substances might be used if found to be more suitable than the platinum gauze. v p

It is evident that the shield i may be attached to the plug as readily as to the cylinder and in Fig-2'6 the plug is so shaped that the wick or gauze is carried on one side of it next the fuel supply while the other side of the plug serves as a shield. Modification 'of this method of shielding the flame or incandescent portion used for ignition may be made without departing from the spirit of my invention.

In both arrangements shown the method consists in causing the energy of the exhaust gases to draw in fresh air from outside of the cylinder in an amount at least sufficient to secure combustion of the next charge of fuel; then in compressing this an and 1n- 1 jecting fuel into it, preferably during the compression stroke; and finally igniting and causing the energy produced to be converted into Work.

While this motor as showni primarily intended for the use of liquid fue gaseous or other fuels may beLintroduced in any proper manner conforming to this. method. A governor or mechanical device for regulating the speed-maybe applied in anywell entering the engine.

known manner but for service not too cm 1 the sprlng actuated pump (1 as shown S6) for a governor in that if the speed of Ilu en ine is such that the iston closes the illl t be ore the full charge is injected the partial charge cannot give full power and the leakage back around the valves, allows the. remainder of the charge to escape without It is also evident in the form'having the inlet at a point not covered by the piston, that the increased pressure due to compression or to the ignition may be suflicient to prevent further ontrance of the charge just as the action of the piston mentioned. u

It will readily be understood that if there IS an excess of air in the cylinder, a portion will be available to support the flame burnmg on the wick during the working stroke and during the early part of the exhaust while fresh air will be drawn in during the latter part of the exhaust and will be plentiful during the compression stroke.-

In both forms of mechanism shown the fresh air is drawn in bv the inertia of the exhaust gases and where a pi e'of sufficient length can be used there wil be found an excess of energy to, efiect this work but in some places it is not possible to use the desired length of pipe, as for example, in an automobile; in which case a mechanical device arranged to utilize the energy of the exhaust and increase the suction ma 'be. added. Such a device is shown in Fig. 5 and consists of a rotary fan I mounted in the path of the exhaust gases and receiving motion from them at their highest speeds while by its momentum it imparts motion-to them at their lowest speeds. 7

When properly'designed the means first 101% shown secures the most perfect'results because there am no valves orsimilar resist ances preventing the free passage of the air. In motors with variable speeds the second meansshown secures the best results be- 1-10 cause the automatic inlet valve is opened by atmospheric pressure wheneverthe pressure inside falls sufiiciently low. It therefore, permits the most complete cleansing of the cylinder possible at any good speed, where- 116 as, with a fixed inlet port the exhaust gases at slow speeds would have escaped so fully before the inlet port opened that atmospheric pressure would have decreased their velocity, if not reversed it, while at hi b 120 speedsthe inlet ort might open before su cient time had e apsed to permit the exhaust gases gaining their highest velocity out through the exhaust pipe.

Other methods of getting fuel into the on gine may be used and other methods of firing likewise. If the fuel 1s Injected at or near the time of ignition the engine may be constructed with a firing chamber of such small dimensions as to heat the air by comeffectually draw out the remaining pression to a point sufiiciently high to ignite spontaneously any fuel injected into it. a If desired both the port 0 and'the inlet 9- may beused in the same motor, which ar- 1 rangement avoids the necessity of lifting in and more or less of the newly drawn-1n resh air, thus thoroughly scavenging the cylinder.

Asshown, the cubic capacity of the exhaust pipe is equal or greater-than the cubic ca pacity of a major portion of the volume swept by a single movement of the piston.

I claim v 1. In an internal combustion engine of the two-stroke cyclev type, an automatic inlet arranged to admit air at atmospheric pressure, an exhaust port at the same end of the cylinder as the inlet, an exhaust pipe of greater capacity than the piston displacement arranged to create a partial vacuum by the inertia of the exhaust gases, comblned With means for introducing fuel after closing of the exhaust port.

2. In an internal combustion engine of the two-stroke cycle type, an inlet and an exhaust port at the same end of the cylinder as'the inlet and simultaneously open andan exhaust pipe of greater capacity than the piston displacement for causing the inertia of the exhaust gases to cleanse the cylinder, saidinlet being arranged to admit air at atmospheric pressure, combined with means for introducing fuel into the cylinder after the exhaust port is closed.

3; In an internal combustion engine of the two-stroke cycle typo, means embodying an inlet and an ,exhaust port at the same end of the cylinder and an exhaust pipe of greater capacity mentfor causing the inertia of the exhaust gasesrto cleanse the cylinder, said inlet being arranged to admit air at atmospheric pressure, combined with means for introducing fuel into the cylinder after the exhaust port is closed, and means for igniting the same after the exhaust port is closed.

4. In an internal combustion engine of the two-stroke cycle type, a cylinder having an exhaust port and an admission port both located. at the same end of the cylinder, means for first opening the exhaust port and admission port simultaneously, a fuel pipe leading into the cylinder below the exhaust port, said inlet being arranged to adranged to admit air sure, a-single exhaust port through which gases escape, said port being, expansion stroke, v

than the piston displacemeans for first opening the exhaust port and subsequently said admission port, said inlet being arranged to admit air at atmospheric pressure, a fuel pipe leading into the cylinder below the exhaust port, means for forcing fuel through said fuel pipe and means for suddenly actuatin said means, combined with means for igniting the same after the exhaust port is closed.

6. In an internal combustion engine of the two-stroke cycle type, an admission port, a valve controlling the same and arat atmospheric presthe exhaust opened atthe end of the and a pipe communicating therewith at a point approximately at the outerend of the working cylinder space, the continuous momentum of the gases on their ,escape through said exhaust portcreating a vacuum causing the atmospheric air to enter through said admission port to scavenge and recharge the cylinder.

In an internal combustion engine of the two=stroke cycle type, the combination of asingle exhaust port opened at the end of the expansion stroke, and a pipe communicating therewith at a at the outer end of the workin space and of such length that t of the exhaust gases imparts to them in said pipe sufficient momentum to cause them to aid in discharging the contents of the cyl- '100 point approximately cylinder v e energy inder and form a vacuum therein sufiicient to recharge, an inlet valve for the admission of fresh air at atmospheric pressure, and means for compressing said air before each ignition, the expulsion of the exhaust followed by such admission of fresh air being accomplished while the crank shaft of the engine is passing that lution at or near the upper dead center.

8. An internal combustion engine comprising a piston, a cylinder, an inlet therein to'admit atmospheric air and only one ex.- haust port therein through which the exhaust gases escape, the continuous momentum of the gases on their escape through said exhaust port creating a vacuum causportion of its revoing the atmospheric air to enter through opcnu' at the and of the wi -ansion stroke to u ntine the uxhiiur-t gases for causing the mmnuiiiuin of tha exhaust gasw to vlminsc the, cylind -r 5nd rnchzirg ge it with air. mmlJ-inud \iitl means for intru hu'ing fuel into the Pylindv ritual thv Khan-l. purl is winsml.

1 In an intvrnul wmhii-tiun Migine of the (QWO -iillfllii vyrlv type, an inlet arranguil to adm t air zit :itintvqihcric pi ssuiv, :1 iiiton m.- iirm'ivtl (,ilifi'ilII-W, port 0pm same this Illhi 1H1 extended t'XliaLllSil pipv upenuii at ii? we; of tin: vxpiimiun tlOlfl! to minim i, ('X tZUEt gnaw; for musing the inon'wnlzm nl' lh-s (Elillllbt gases to cleanse the cylindri- Mi l recharge it with air, comhineil ith moans: for introducing fuel into the cylindcr after the exhaust port is closed,

at tin and means for igniting the same after the vxhaust purt is c-losml.

11. in :in internal (mnhustion engine, a ,'iiii lm' an inlet thurcin to admit atmosllllllC :iii. and (ml; one exhaust port thcrtr in through which the vx'huust gases escape, the mntinumis momentum of the gums on their mcapu through sniil exhaust purl; (running :1 autumn causing tho fltlilUSPlWllC air in (XLUK' through said iiilct to Svnvengu 11ml i'c-i'hzirgc the said cylinder.

In testimony \Yhvrenf l atlix my sigmtnre, in prescnue of two Witnesses.

CHARLES E. DlfR YILL Witnesses:

E. A. RuTn, H, Dr: HART. 

